Railway car uncoupling device



Jan. 14, 1964 Filed April 17, 1961 K. J. AUSTGEN RAILWAY CAR UNCOUPLING DEVICE 2 Sheets-Sheet l INVENTOR KEN/v TH J #057 5 Jan. 14, 1964 AUSTGEN 3,117,678

RAILWAY CAR UNCOUPLING DEVICE Filed April 17, 1961 2 Sheets-Sheet 2 INVENTOR I Egf-ZO BY W66, M

nited States Patent "ice 3,117,678 RAELWAY CAR UNQUUPHNG DEVZCE Kenneth .l. Austgen, Griflith, Ind, assignor to Pullman Incorporated, Qhicago, lll, a corporation of Delaware Filed Apr. 17, 1%1, Ser. No. 103,646 12 Claims. (Cl. 213-219) The invention is directed to an uncoupling device for use in a railway car which is provided with a long travel cushioning arrangement of a type disclosed in US. Patent 3,063, 436. More specifically, the invention deals with a special uncoupling device having operating parts designed for maintaining operational engagement with a conventional locking mechanism forming a part of a coupler and controlling actuation of the standard coupling knuckle, the device being designed to accommodate long travel of a cushioned sliding sill relative to the car body, the projecting end of this sill carrying the pivotally mounted coupler therein.

As fully disclosed in the aforemention d patent, center sill cushioning is now being used in various types of railway cars, such as flat cars and box cars, to absorb buf" and draft forces exerted through the car couplers mounted at opposite ends of the car. The cushioned sill design basi ally includes a hollow, longitudinally extending center sill receiving therein a telescopic sliding sill unit which in turn pivotally mounts couplers at its projecting ends. The sills are interconnected through a suitable cushioning device, hydraulically or otherwise appropriately operated, which functions to absorb operational coupler shocks in buff and draft which result in retraction of the sliding sill into the car at one end thereof and extension of the sliding sill at the other end of the car. Thus the couplers and sliding sill mounting means therefor actually move relative to the car longitudinally thereof and the freight carried by the car is protected from destructive operational shocks by such relative movement. The cushioning arrangement provides for automatic return of the coupler mounting sliding sill and the car body itself remains gen erally unaffected during operational shock absorption.

It is an object of the present invention to provide a new and improved uncoupling device for use with a railway car having a cushioned long travel coupling arrangement of the type described, the uncoupling device being adapted to accommodate telescopic movement of a sliding sill relative to the car body, the various elements of the uncoupling device retaim'ng proper operative association during such telescopic movement and being adapted at all times for uncoupling operation.

Another object is to provide a new and improved uncoupling devic particularly adapted for use in the railway car having a cushioned long travel coupling arrangement, the device being adapted for mounting along a sliding sill structure of the long travel coupling arrangement with parts thereof being movable longitudinally with the sliding sill structure relative to the associated end sill or bed of the car, the device further includ ing operating portions thereof mounted on the end sill and capable of maintaining operative association with the portions mounted on the sliding sill for efiicient unlocking of a coupler carried by a sliding sill at all times.

Still another object taken in conjunction with the foregoing objects is to provide a new and improved uncoupling device of the type described which includes therein lost motion means preventing inadvertent unlocking of the coupler to which the device is operatively connected even though unintended operation of the device occurs to a predetermined extent.

Other objects not specifically set forth Will become apparent from the following detailed description of the invention made in conjunction wit the accompanying drawings wherein:

illlfild Patented Jan. 14, l fi FIG. 1 is a fragmentary perspective of an end of a railway car provided with the cushioned long travel coupling arrangement described, this view illustrating operative mounting of the various elements of the uncoupling device of the present invention in such an arrangement;

FlG. 2 is a fragmentary side elevation of the uncoupling device;

3 is a fragmentary plan view of the uncoupling device;

FIG. 4 is an end elevation of the device as viewed along line 44- in FIG. 3 and FIG. 5 is a partly sectioned transverse view of the device taken generally along line 55 in FIG. 3.

FIG. 1 illustrates the application of the uncoupling device of the present invention to a box car the lower edge of the end sill thereof being designated by the broken line 16. A longitudinally extending center sill structure 11 is carried below the car body and this center sill structure is of box-like shape receiving therein a sliding sill structure 12. The sliding sill is also of box-like shape and is provided with bottom laterally directed guide flanges 13 which are slidingly received over a bottom cover plate 14- of'the center sill 11. The sliding sill 12 is telescopically received in the center sill 11, and as fully disclosed in the aforementioned patent, the sliding sill along the car is suitably engaged with a cushioning device in the form of a series of rubber cushions or a hydraulic cylinder. The sliding sill 12 projects substantially outwardly beyond each end of the car and in response to operational shock, in the form of buff forces or the like, will move telescopically within the ce nter sill 11 to compress the cushioning unit for absorption of such forces without damaging eifect on the freight carried in the box car. The cushioning unit will then provide for return of the sliding sill following absorption of such forces. By way of example only, force absorption travel of the type described may be utilized to an extent of from about 20 to inches in either direction.

Each open projecting end of the sliding sill 12 has mounted therein a coupler 15 provided with a relatively long shank portion 3.6 which is suitably pivotally mounted in the interior of the sliding sill 12. The coupler 15 is ree to pivot to an extent limited by the laterally directed striker plate portions 17 carried by the end of the sliding sill 12. The coupler includes the conventional pivotally mounted knuckle 18 which is actuated by a knuckle thrower (not shown) which in turn is controlled by a locking mechanism (not shown). In all respects the coupler 15 includes conventional parts which operate in a well known manner.

The uncoupling device of the present invention includes basic elements which are mounted along the sliding sill l2 and are movable longitudinally therewith during telescopic operation of the sill 12 relative to the adjacent bottom edge at? of the end sill of the car. The uncoupling device is supported along the sliding sill 12 for independent operation about a longitudinal axis thereof and is provided with manually operating means projecting outwardly therefrom along the bottom edge of the end sill of the car. The device additionally includes a coupler lock operating means which is connected to the coupler 15 to unlock the same.

Referring specifically to FIG. 1, the uncoupling device of the present invention includes a rod-like lifter arm 19 which is pivotally mounted along one side of the sliding sill i2 and extends longitudinally thereof into the center sill structure 11 for telescopic movement with the sliding sill 12. The lifter arm 19 as best shown in FIG. 3 is provided at its innermost end with an offset anchor means the form of an L-cnaped portion 2%. This pin portion includes a radially directed base which is fixedly secured to the adj cent inner end of the lifter arm 19 and a laterally olrset axially extending portion which is pivotally received in a bracket membe 21 suitably secured to the side of the sliding sill 12. The lifter arm 19 parallels the sliding sill 12 for a substantial distance and adjacent the outer opened end of the sliding sill is pivotally attached thereto hrough a handle-like offset anchor means 22. This ar hor means is in the form of a U-shaped member having the ends thereof fixedly attached to the main rod portion of the lifter arm 19 and having its intermediate base portion received through bracket member 23 fixed to the side of the sliding sill 12. The use of the ollset anchors 2b and 22 provide for arcuate pivoting of the entire lifter arm 19 in a vertical direction about pivot points which are oilset from the longitudinal axis of the lifter arm. The offset anchors 29 and 22 function to provide ofilse paralleling rod portions which are pivotally mounted on the sliding sill 12.

The lifter arm 19 inwardly of its outermost end portion is pjrovided with a laterally outwardly directed angled portion 24 integrally joined with an outer end radially offset, axially extending portion 25 which is spaced outwardly along the adjacent side of the coupler 15. The intermediate portion 24 accommodates outer end flaring of the sliding sill 12 and places the end portion 25 in side-by-side relation with the coupler l5. Operative positioning of the litter arm 19 in outwardly spaced relation relative to the sliding sill T2 is maintained by a ledge-like support member 26 which is fixedly mounted on the sliding sill 12 adjacent the striker plate portions I17. As best shown in REG. 3, the intermediate portion 24 is in resting'engagement with the top surface of the support member 25 with the result that the lifter arm 19 is prevented from pivoting downwardly into close association with the sliding sill 12.

Manual operating means forming a part of the u ncoupling device is carried by the bottom edge of the end sill ii) of the railray car. This operating means as best shown in FlGS. 1-3 and 5 is a pivotally mounted rod member in the form of a bell crank 2' The bell crank includes a straight central rod portion which is pivotally mounted in a pair of spaced depending brackets 28 suitably attached to the underframing of the car body.. Stop collars 29 are located on opposite sides of one of the brackets 28 to control axial positioning of the bell crank 27 relative to the sliding sill 12. The outermost end of the bell crank 27 is in the form of a depending operating handle 3% which by reason of its own weight hangs downwardly adjacent the outer corner of the railway car and is readily accessible for manipulation in the operation of the uncoupling device. The innermost end of the bell crank 27 is provided with an axially ofifset crank arm portion El which extends inwardly below the lifter arm 19 as best shown in FIGS. 3 and 5. Referring particularly to FIG. 2, the crank arm portion 31 is also laterally offset relative to the operating handle fill in a direction outwardly from the adjacent end of the car body. Thus, upon liftin of the handle portion 3% in an outwardly'and upwardly direction as indicated by the arrow in FIG. 1, the crank arm 31 will move outwardly and upwardly into engagement with the lifter arm 19 and will pivot the same upwardly out of engagement with the support member 26.

The outermost end portion 25 of the lifter arm 19 carries thereon a pair of spaced stop collars 32 which receive therebetween an uncoupling rod lifter The lifter is in the form of an elongated closed linl; having paralleling rod portions which are closed at opposite endt thereof. The upper closed end of the lifter rests on the rod portion 25 and upward arcuate moving of the lifter arm 19 results in vertical lifting of the lifter 33. The bottom closed end of the lifter has suitably attached thereto outer end portion of an uncoupling rod M The outer end of this rod includes a downmechanism (not shown) of the co 1 This straight inwardly directed portion extends through a generally til-shaped bracket 35 which is fixedly secured to a side portion of the coupler 35'. As best shown in FIGS. 3 and 4, the bracket 35 includes an upstanding attachment flange portion 36 which is secured to the coupler 15 by welding or the like. The bracket is closed at its outermost end by a bolt member 37 which runs tions to retain the uncoupling rod in the bracket and yet permit free rotation thereof during operation of the uncoupl ng device. 4

As previously described, outward upward lifting of the operating handle 3% of the bell crank results in engagement between the crank arm Ill and the litter arm 19. Upon upward pivoting of the lifter arm 3?,- the uncoupling rod lifter 33 is raised and the uncoupling rod 34 as held by the bracket 35 ispivoted to unlo l'i the coupler 15. The crank arm 31 is pos ned in spaced relation below the lifter arm 19 when the latter is in its position of rest as held by the support member Thus, initial operation or" the bell crank 27 to a. pie determined extent provides lost motion action and bell crank must be operated to a material extent before the device atcually functions to unlock the coupler 15. In this manner, built-in protection is provided against inadvertent movement of the operating handle 3%) when uncoupling is not intended. Such inadvertent movement can occur during operation of the railwayeaf where an obstacle occurs in the road bed of a size which results in engagement of the depending operating handle Follow ng unlocking of the coupler T5, the weight of the operating" handle 3d is suillcient to return the bell crank 27 to its initial position of rest and tlie lift'er arm is will move downwardly until supported on t e support member 26. Durin coupling of adjacent railway ears; the coupler 15 will be subjected to automaticlocliing in the conventional manner without attendant operation of the uncoupling device. In this regard the co'nfigura tion of the uncoupling rod lifter 33 is that uncoupling rod 34 may be retained in its coupler inilocking position even though the lifter arm 19 returns to its original position of rest. in this condition, the upper closed end lifter 34 is merely raised above the outer end portion 25 of the litter arm until the coupler T5 is locked by coupl ng with an adjacent railway car At this time the uncoupling rod 34 then pivots back to its original position resulting in a lowering of the rod lifter 33 to the position illustrated in FIG. 1.

Telescopic movement of the sliding si l 12 does not interfere with the maintaining of the va in elements of the uncoupling devices in operative positions. The lifter arm 19 moves withe sliding sill and the crank arm portion 31 of the bell crank 27 is always in operative position below the lifter arm 19. The uncoupling device described is of uncom plicated construction and is capable of economic menu facture and use.

Obviously certain modifications and variations of the invention as hereinbefore set forth may be made without departing from the spirit and scope thereof, and therefore only such limitations should be imposed as are indicated in the appended claims.

I claim:

1. In a railway car having a coupling arrangement in which a coupler is mounted in a longitudinal sill structure projecting outwardly from a transverse end sill or" the car with said longitudinal sill structure and car being longitudinally relatively movable in response to bull and draft forces, the provision of an uncoupling device mount-- ed along said end and longitudinal sills and connected to said coupler to unlock the same, said device compris ing a lifter arm means extending along said longitudinal sill for longitudinal movement therewith, means mounting said lifter arm means along said longitudinal sill for arcuate movement of said lifter arm means about points radially oiiset from the longitudinal axis of said lifter arm means and aloru said longitudinal sill, first operating means pivotally mounted along said end sill and extending inwardly from an outer end thereof, means to engage said lifter arm means in force transmitting relation upon pivoting of said first operating means, and second operating means extending from engagement with said lifter arm means into engagement With coupler lock means to unlock said coupler upon operation of said first operating means.

2. The uncoupling device of claim 1 wherein said lifter arm means is in the form of a rod provided with at least a pair of oilset integral portions having paralleling rod portions pivotally mounted along said longitudinal sill and defining said radially offset points.

3. in a railway car having a cushioned coupling arrangement in which a coupler is mounted in a cushioned sliding sill structure projecting outwardly from an end sill of the car and longitudinally movable relative thereto in response to buff and draft forces, the provision of an uncoupling device mounted along said end and sliding sills and connected to said coupler to unlock the same, said device comprising a lifting arm means extending along said sliding sill for longitudinal movement therewith, means mounting said lifter arm means on said slid ing sill for arcuate movement about points offset from the longitudinal axis of said lifter arm means, first operating means pivotally mounted on said end sfll and extendin inwardly from an outer end thereof, means to engage said lifter arm means in force transmitting relation upon pivoting of said first operating means, and second operating means extending from engagement with said lifter a means into engagement with coupler lock means to unlock said coupler upon operation of said first operating means, said means mounting said liier arm means including a ledge-like support member which maintains said lifter arm means in outwardly projecting relation relative to said sliding sill for ready engagement upon pivoting of said first operating means.

r. The uncoupling -evice of claim 3 wherein said lifter arm means is in the form of a rod provided with at least a pair of offset integral portions having paralleling rod portions pivotally mounted on said sliding sill.

5. In a railway car having a cushioned coupling arrangement in which a coupler is mounted in a cushioned sliding sill structure projecting outwardly from an end sill of the car and longitudinally movable relative thereto in response to buff and draft forces, the provision of an uncoupling device mounted along said end and sliding and connected to said coupler to unlock the same,

said device comprising a lifter arm means extending along said sliding sill for longitudinal movement therewith, means mounting said lifter arm means on said sliding sill for arcuate movement about points oiiset from the longitudinal axis of said litter arm means, first operating means pivotally mounted on said end sill and extending inwardly from an outer end thereof into alignment with said lifter arm means to engage said litter arm means and operate the same, and second operating means extending from engagement with said lifter arm means into engagement with coupler lock means to unlock said coupler upon operation of said first operating means, said first operating means and said lifter arm means being arranged to provide for lost motion operation therebetween prevent ng inadvertent unlocking of said coupler during operation of said first operating means to a predetermined extent.

6. The uncoupling device of claim 5 wherein said lifter arm means is in tne form of a rod provided with at least a pair of offset integral portions having paralleling rod portions pivotally mounted on said sliding sill.

7. In a railway car having a cushioned coupling arrangement in which a coupler is mounted in a cushioned sliding sill structure projecting outwardly from an end sill of the car and longitudinally movable relative thereto in response to bull and draft forces, the provision of an uncoupling device mounted along said end and sliding sills and connected to said coupler to unlock the same, said device comprising a litter arm means extending along said sliding sill for longitudinal movement therewith, means mounting said lifter arm means on said sliding sill for arcuate movement about points offset from the longitudinal axis of said lifter arm means, first operating means pivotally mounted on said end sill and extending inwardly from an outer end thereof into alignment with said lifter arm means to engage said lifter arm means and operate the same, and second operating means extending from engagement with said lifter arm means into engagement with coupler lock means to unlock said coupler upon operation of said first operating means, said means mounting said lifter arm means including a ledgelike support member which maintains said lifter arm means in outwardly projecting relation relative to said sliding sill for ready engagement by said first operating means, said first operating means and said lifter arm means being arranged to provide for lost motion operation therebetween preventing inadvertent unlocking of said coupler during operation of said first operating means to a predetermined extent.

8. In a railway car having a cushioned coupling arrangement in which a coupler is mounted in a cushioned sliding still structure projecting outwardly from a end sill of the car and longitudinally movable relative thereto in response to buff and draft forces, the provision of an uncoupling device mounted along said end and sliding sills and connected to said coupler to unlock the same, said device comprising a lifter arm means extending along said sliding sill for longitudinal movement therewith, means mounting said lifter arm means on said sliding sill for arcuate movement about points offset from the longitudinal axis of said lifter arm means, first operating means in the form of a bell crank pivotally mounted on said end si l and extending inwardly from an outer end thereof into alignment with said lifter arm means to engage said lifter arm means and operate the same, and second operating means extending from en agement with said lifter arm means into engagement with coupler lock means to unlock said coupler upon operation of said first operating means.

9. T he uncoupling device of claim 8 wherein said bell crank includes :1 depending operating handle portion adjacent the outer end of said end sill with the innermost end of said bell crank being in the form or an axially ollset crank arm which extends below said lifter arm means at substantially right angles thereto.

10. In a railway car having a cushioned coupling arrangement in which a coupler is mounted in a cushioned sliding sill structure projecting outwardly from an end sill of the car and longitudinally movable relative thereto in response to buff and draft forces, the provision of an uncoupling device mounted along said end and sliding sills and connected to said coupler to unlock the same, said device comprising a lifter means extending along said sliding sill for longitudinal movement therewith, means mounting said lifter arm means on said sliding sill for arcuate movement about points offset from the longitudinal axis of said lifter arm means, first operating means in the form of a bell crank pivotally mounted on said end sill and extending inwardly from an outer end thereof into alignment with said lifter arm means to engage said lifter arm means and operate the same, and second operating means extending from engagement with said lifter arm means into engagement with coupler lock means to unlock said coupler upon operation or" said first operating means, said means mounting said lifter arm means including a ledge-like 1 sun ort member which maintains said lifter arm means in outwardly projecting relation r lative to said sliding sill for ready engagement by said first operating means, said first operating means and said lifter arm means being arranged to provide for lost motion o oeration therebetween preventing inadvertent unlocking of said coupier during operation or" said first operating means to a predetermined extent.

11. The uncoupling device of claim 10 wherein said bell crank includes a depending operating handle portion adjacent the outer end of said end sill 1 h the innermost end of said bell crank being in the form of an ardally offset crank arm which is radially offset relative to said handle portion and extends below said lifter arm means at substantially right angles thereto.

12. The uncoupling device of claim 10 wherein said lifter arm means is in the form of a rod provided with at least a pair of offset integral portions having paralleling rod portions pivotally mounted on said sliding sill, said bell crank including a depending operat ng handle portion adjacent the outer end of said end sill with the innermost end of said bell crank being in the form of an axially offset crank arm which extends below said lifter arm means at substantially right angles thereto.

References Cited in the file of this patent UNITED STATES PATENTS 

1. IN A RAILWAY CAR HAVING A COUPLING ARRANGMENT IN WHICH A COUPLER IS MOUNTED IN A LONGITUDINAL SILL STRUCTURE PROJECTING OUTWARDLY FROM A TRANSVERSE END SILL OF THE CAR WITH SAID LONGITUDINAL SILL STRUCTURE AND CAR BEING LONGITUDINALLY RELATIVELY MOVABLE IN RESPONSE TO BUFF AND DRAFT FORCES, THE PROVISION OF AN UNCOUPLING DEVICE MOUNTED ALONG SAID END AND LONGITUDINAL SILLS AND CONNECTED TO SAID COUPLER TO UNLOCK THE SAME, SAID DEVICE COMPRISING A LIFTER ARM MEANS EXTENDING ALONG SAID LONGITUDINAL SILL FOR LONGITUDINAL MOVEMENT THEREWITH, MEANS MOUNTING SAID LIFTER ARM MEANS ALONG SAID LONGITUDINAL SILL FOR ARCUATE MOVEMENT OF SAID LIFTER ARM MEANS ABOUT POINTS RADIALLY OFFSET FROM THE LONGITUDINAL AXIS OF SAID LIFTER ARM MEANS AND ALONG SAID LONGITUDINAL SILL, FIRST OPERATING MEANS PIVOTALLY MOUNTED ALONG SAID END SILL AND EXTENDING INWARDLY FROM AN OUTER END THEREOF, MEANS TO ENGAGE SAID LIFTER ARM MEANS IN FORCE TRANSMITTING RELATION UPON PIVOTING OF SAID FIRST OPERATING MEANS, AND SECOND OPERATING MEANS EXTENDING FROM ENGAGEMENT WITH SAID LIFTER ARM MEANS INTO ENGAGEMENT WITH COUPLER LOCK MEANS TO UNLOCK SAID COUPLER UPON OPERATION OF SAID FIRST OPERATING MEANS. 